Device for reducing vehicle aerodynamic resistance

ABSTRACT

An aerodynamic resistance reduction system for a vehicle is provided and includes a pair of vertical panels pivotally attached to a rear end adjacent to rear vertical edges of a vehicle, a first horizontal panel assembly pivotally attached to a top end to each of the pair of vertical panels and pivotally attached to the rear end adjacent to a top horizontal edge of the vehicle, and a second horizontal panel assembly pivotally attached adjacent to an inside surface of each of the pair of side panels, the second horizontal panel assembly being disposed between the first horizontal panel assembly and a lower edge of the rear end of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of, and claims the priority of, U.S.patent application Ser. No. 14/448,248, filed Jul. 31, 2014, andentitled “DEVICE FOR REDUCING VEHICLE AERODYNAMIC RESISTANCE.” whichclaims the benefit of U.S. Provisional Patent application Ser. No.61/860,692 entitled “DEVICE FOR REDUCING VEHICLE AERODYNAMIC RESISTANCE”filed on Jul. 31, 2013. The entirety of the above-noted applications areincorporated by reference herein.

ORIGIN

The innovation disclosed herein relates to a device that reduces theaerodynamic resistance of a moving vehicle and more particularly to asystem of foldable (or collapsible) panels (or airfoils) attached to arear of the vehicle that reduces the aerodynamic resistance acting onthe vehicle.

BACKGROUND

With today's focus on being “green” and enhancing fuel efficiencies,there has been growing emphasis on increasing vehicle and particularlong-haul truck aerodynamics. In accordance therewith, manufacturers andthird-parties have designed and developed a wide variety of aerodynamicsolutions that reduce wind drag upon tractors and trailers includingfairings, skirts, under-body devices and the like.

One particular line of products used to address aerodynamics of along-haul truck is the trailer skirt. A trailer skirt is essentially adownward extension of the trailer sides, particularly between thelanding gear and the rear wheels that prevent accumulation of airbeneath the trailer. Thus, aerodynamics and fuel efficiency can beenhanced by directing air down the side of the trailer decreasing airdrag on the trailer.

To enhance effectiveness of trailer skirts, recently, efforts haveturned toward development of effective solutions in the field of trailertails or rear fairings. These devices, mounted upon the rear of along-haul trailer, can improve management of the air flow therebyenhancing aerodynamics while at the same time reducing wind drag andfuel consumption. Unfortunately, many existing products are heavy,cumbersome to operate, difficult to install and expensive tomanufacture, thereby detracting from their viability as an effective andcost efficient mechanism to enhance vehicle aerodynamics.

SUMMARY

The following presents a simplified summary in order to provide a basicunderstanding of some aspects of the innovation. This summary is not anextensive overview of the innovation. It is not intended to identifykey/critical elements or to delineate the scope of the innovation. Itssole purpose is to present some concepts of the innovation in asimplified form as a prelude to the more detailed description that ispresented later.

In an aspect of the innovation an aerodynamic resistance reductionsystem is disclosed that includes a pair of vertical panels pivotallyattached to a rear end adjacent to rear vertical edges of a vehicle anda first horizontal panel assembly pivotally attached to a top end toeach of the pair of vertical panels and pivotally attached to the rearend adjacent to a top horizontal edge of the vehicle, the firsthorizontal panel assembly having separate overlapping panels. The firsthorizontal panel assembly includes a plurality of panels that pivot withrespect to each other to facilitate the folding and unfolding of thesystem.

In another aspect of the innovation an aerodynamic resistance reductionsystem configured to attach to a rear end of a tractor trailer isdisclosed that includes a first vertical panel pivotally attached to afirst rear swinging door adjacent to one rear vertical corner of thetractor trailer, a second vertical panel pivotally attached to a secondrear swinging door adjacent to an opposite rear vertical corner of thetractor trailer, a first horizontal panel assembly pivotally attached toa top end of the first vertical panel and to a top end of the secondvertical panel and pivotally attached to the first rear swinging doorand the second rear swinging door. The first horizontal panel assemblyincludes a plurality of panels that pivot with respect to each other tofacilitate the folding and unfolding of the system.

In still yet another aspect of the innovation, a method reducingaerodynamic resistance on a vehicle is disclosed and includes pivoting aplurality of panels about a plurality of axes including, pivoting afirst vertical side panel about an axis such that the first verticalside panel extends vertically outward from a rear end of the vehicle,pivoting a second vertical side panel about an axis such that the secondvertical side panel extends vertically outward from a rear end of thevehicle, pivoting a first upper outside horizontal panel about an axisdefined between a top end of the first vertical side panel and anoutside edge of the first upper outside horizontal panel such that thefirst upper outside horizontal panel extends horizontally outward from arear end of the vehicle, pivoting a second upper outside horizontalpanel about an axis defined between a top end of the second verticalside panel and an outside edge of the second upper outside horizontalpanel such that the second upper outside horizontal panel extendshorizontally outward from a rear end of the vehicle, pivoting a firstupper center horizontal panel about an axis defined between an anglededge on the first upper outside horizontal panel and an angled edge onthe first upper center horizontal panel such that the first upper centerhorizontal panel extends horizontally outward from a rear end of thevehicle, and pivoting a second upper center horizontal panel about anaxis defined between an angled edge on the second upper outsidehorizontal panel and an angled edge on the second upper centerhorizontal panel such that the second upper center horizontal panelextends horizontally outward from a rear end of the vehicle.

To accomplish the foregoing and related ends, certain illustrativeaspects of the innovation are described herein in connection with thefollowing description and the annexed drawings. These aspects areindicative, however, of but a few of the various ways in which theprinciples of the innovation can be employed and the subject innovationis intended to include all such aspects and their equivalents. Otheradvantages and novel features of the innovation will become apparentfrom the following detailed description of the innovation whenconsidered in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a rear perspective view from a rear of a vehicle incorporatingan innovative aerodynamic resistance reduction device in accordance withthe innovation.

FIG. 2 is a rear view from the rear of the vehicle incorporating theinnovative aerodynamic resistance reduction device in accordance withthe innovation.

FIG. 3 is a side view of the vehicle illustrating an airflow affects tothe vehicle without the innovative aerodynamic resistance reductiondevice in accordance with the innovation.

FIG. 4 is a side view of the vehicle illustrating an airflow affects tothe vehicle with the innovative aerodynamic resistance reduction devicein accordance with the innovation.

FIG. 5 is a perspective view from a distal side of the innovativeaerodynamic resistance reduction device in accordance with theinnovation.

FIG. 6 is a plan view from a proximal, side of the innovativeaerodynamic resistance reduction device in accordance with theinnovation.

FIG. 7 is a plan view from the distal side of the innovative aerodynamicresistance reduction device in accordance with the innovation.

FIGS. 8 and 9 are left and right side views from an inside of theinnovative aerodynamic resistance reduction device in accordance withthe innovation.

FIG. 10 is a top perspective view of the left side panel innovativeaerodynamic resistance reduction device in accordance with theinnovation.

FIG. 11 is a side view of an alternative embodiment of the innovativeaerodynamic resistance reduction device in accordance with theinnovation.

FIG. 12 is a perspective view from a top distal side of the innovativeaerodynamic resistance reduction device in accordance with theinnovation.

FIG. 12A is a perspective view from a top distal side of an alternateexample embodiment of the innovative aerodynamic resistance reductiondevice in accordance with the innovation.

FIG. 13 is a top view of a horizontal panel assembly in accordance withthe innovation.

FIG. 14 is a bottom view of a horizontal panel assembly in accordancewith the innovation.

FIG. 15 is a perspective view of an attachment hinge in accordance withthe innovation.

FIGS. 16 and 17 are opposite side perspective views of mounting bingesin accordance with the innovation.

FIG. 18 is a perspective view from the proximal side of the innovativeaerodynamic resistance reduction device in accordance with theinnovation.

FIG. 19 is a perspective view of a center panel including a compressibleactuator in accordance with the innovation.

FIG. 20 is a block diagram illustrating a method of collapsing theinnovative aerodynamic resistance reduction device in accordance withthe innovation.

FIG. 21 is a perspective view from a top proximal side of the innovativeaerodynamic resistance reduction device in accordance with theinnovation.

FIGS. 22 through 25 illustrate a sequence of opening a door on thevehicle and the collapsing of the innovative aerodynamic resistancereduction device in accordance with the innovation.

FIG. 26 is a block diagram illustrating a method of reducing aerodynamicresistance on a vehicle using the innovative aerodynamic resistancereduction device in accordance with the innovation.

FIG. 27 is block diagram illustrating a method of forming an integratedhinge of the innovative aerodynamic resistance reduction device inaccordance with the innovation.

FIG. 28 is block diagram illustrating a method using an installationtemplate to prepare the vehicle for installation of the innovativeaerodynamic resistance reduction device in accordance with theinnovation.

DETAILED DESCRIPTION

The innovation is now described with reference to the drawings, whereinlike reference numerals are used to refer to like elements throughout.In the following description, for purposes of explanation, numerousspecific details are set forth in order to provide a thoroughunderstanding of the subject innovation. It may be evident, however,that the innovation can be practiced without these specific details. Inother instances, well-known structures and devices are shown in blockdiagram form in order to facilitate describing the innovation.

While specific characteristics are described herein (e.g., thickness),it is to be understood that the features, functions and benefits of theinnovation can employ characteristics that vary from those describedherein. These alternatives are to be included within the scope of theinnovation and claims appended hereto.

While, for purposes of simplicity of explanation, the one or moremethodologies shown herein, e.g., in the form of a flow chart, are shownand described as a series of acts, it is to be understood andappreciated that the subject innovation is not limited by the order ofacts, as some acts may, in accordance with the innovation, occur in adifferent order and/or concurrently with other acts from that shown anddescribed herein. For example, those skilled in the art will understandand appreciate that a methodology could alternatively be represented asa series of interrelated states or events, such as in a state diagram.Moreover, not all illustrated acts may be required to implement amethodology in accordance with the innovation.

With reference now to the figures, FIGS. 1 and 2 are perspective andplan views of an example embodiment of an aerodynamic resistancereduction system 100 attached to a movable vehicle 102 in accordancewith an aspect of the innovation. Specifically, the system 100 isconfigured to attach to a rear end 104 of the movable vehicle 102 thathas a generally rectangular-flat rear end with a pair of swinging doors106, 108, such as but not limited to a tractor trailer, to reduceaerodynamic drag. For purposes of illustration, any reference to “curbside” indicates the side of the vehicle closet to the curb and anyreference to “road side” indicates the side of the vehicle furthest fromthe curb. Thus, the pair of swinging doors 106, 108 will be designatedas a first (roadside) door 106 and a second (curbside) door 108. Inaddition, for purposes of illustration only, the roadside door 106 willbe designated as the door that closes first. Thus, the exampleembodiment described herein is for illustrative purposes only and is notintended to limit the scope of the innovation.

As will be described below, the system 100 includes multipleinterconnected panels (or airfoils) that pivot about an axis on the rearof the vehicle from a collapsed position to an extended position andvice versa to thereby redirect the wake airflow at the rear end of thevehicle to reduce aerodynamic drag. The panels may be made of flatsheets of pliable and resilient material capable of bending andautomatically returning to an original shape. The panels are configuredsuch that when the rear doors 106, 108 are opened the panels pivot intoa collapsed state between the sides of the vehicle 102 and the doors106, 108 allowing the doors 106, 108 to swing into an open position.

In addition, while aspects described herein describe the system as beingmounted or disposed at or near the rear end of the vehicle such that thesystem does not extend beyond the sides or top of the vehicle, it is tobe understood that the system may be offset so as to extend beyond thesides and top of the vehicle to enable air flow to be directed into thesystem and around the rear end. In operation, this air flow can be usedto manage drag effect (e.g., control vortices), automatically deploy atail device at speed through aerodynamic forces, enhance effect on drag,or the like.

FIG. 3 is an illustration of a vehicle 102 illustrating the airflow andvortex 110 created without implementation of the innovative system 100.The vortex creates a drag on the vehicle thereby increasing resistanceand decreasing fuel efficiency. The implementation of the system 100having multiple panels, redirects the airflow to reduce the drag on thevehicle. For example, FIG. 4 represents redirected airflow using a threepanel assembly system. As illustrated, the vortex 110 is divided in twohalves, which reduces drag. The innovation disclosed herein, however,includes a four panel assembly system that achieves similar if notbetter results.

Referring now to FIGS. 5-7, the system 100 includes a first side 112,which will be designated as the side of the system 100 that attaches to(or is proximate to) the rear end 104 (more specifically, to the firstand second doors 106, 108) of the vehicle 102, and a second side 114 ofthe system 100, which will be designated as the side away (distal side)from the rear end 104 of the vehicle 102. As mentioned above, the system100 includes multiple interconnecting-pivoting panels including avertically disposed first (road) side panel 200, a vertically disposedsecond (curb) side panel 300, a first (upper) horizontal panel assembly400, a second (lower) horizontal panel assembly 500, multiple mountinghinges 600 that attach the system 100 to the rear end of the trailer andmultiple compressible actuators 700.

Referring also to FIGS. 8-10, the side panels 200, 300 are mirror imagesof each other and, thus, will be described simultaneously. The sidepanels 200, 300 are disposed on opposite ends of the system 100 andpivotally attach to the rear end 104 of the vehicle 102 adjacent to rearvehicle vertical edges 116. The side panels 200, 300 include a first(top) end 202, 302, a second (bottom) end 204, 304, a first side (edge)206, 306 proximate to the rear end 104 of the vehicle 102, and a secondside (edge) 208, 308 distal from the rear end 104 of the vehicle 102.The side panels 200, 300 may be flat, contoured, curved, etc. When thevehicle is in motion and the system 100 is installed and deployed, theside panels 200, 300 are arranged such that an angle between an insidesurface of each side panel 200, 300 and the rear doors is less than 90degrees.

The first end 202, 302 of each side panel 200, 300 includes anintegrated hinge 210, 310 having multiple knuckles 211, 311 thatinteracts with the first horizontal panel assembly 400, as will bedescribed further below. The second end 204, 304 may be angled in such away that the first side 206, 306 is longer than the second end 208, 308.The angled end enables the side panels 200, 300 to fold or pivot towardthe rear end 104 of the vehicle 102 without interfering with bundles,locks, etc. on the rear end 104 of the vehicle 102.

In alternate embodiments, the second end 204, 304 may have a differentangle, may have a straight portion and an angled portion, may be curved,etc. For example, FIG. 11 illustrates as alternate example embodiment ofthe angled second end 204A. In addition, FIG. 1 illustrates side panels200, 300 having a curved second end 204, 304.

The first side 206, 306 also includes an integrated hinge 212, 312 thatfacilitates the attachment of the side panel 200, 300 to the rear end104 of the vehicle 102, as will be described further below. Theintegrated hinge 212, 31.2 includes multiple knuckles 214, 314 and maybe continuous and extend an entire length (or a portion thereof) of thefirst side 206, 306 or may be non-continuous and extend along multipleportions of the first side 206, 306. The method of forming theintegrated hinge for all the panels will be described further below. Itis to be understood, that the integrated hinges described herein forvarious panels have similar features and functions and, thus, similarfeatures and functions will not be repeated throughout.

Both side panels 200, 300 may include cutouts 219, 319 at various pointsalong the first side 306 to account for objects (e.g., locks, handles,trailer hinges, etc.) on the vehicle.

The second side 208, 308 may include an integrated stiffening device216, 316 that serves multiple functions. First the stiffening device216, 316 provides rigidity for the side panels 200, 300 so they do notbow due to aero lift force. Second, the stiffening device 216, 316provides durability and a rigid structure to facilitate manual openingand closing of the side panels 200, 300. The stiffening device 216, 316runs along all or a part of the second edge 208, 308 of each side panel200, 300 and may have any shaped cross section to facilitate rigidness.For example, the cross section may be circular, triangular, L-shaped,V-shaped, etc.

In the embodiment illustrated in the figures and as best shown in FIG.10 (first side panel only for illustrative purposes), the cross sectionhas a semi-circular shaped portion 217 with a lip portion 218 that issubstantially parallel with the side panel 200. In example embodiments,the lip portion 218 may or may not contact the side panel 200. Thus, agap may or may not exist between the lip portion 218 and the side panel200. The stiffening device is simply formed by heating the second edge208 of the side panel 200 and forming the edge around a rod or otherelongated shape. Once the side panel 200 is cooled the rod is removedfrom the side panel 200.

Multiple attachment holes 220, 320 are defined in each side panel 200,300 to facilitate the attachment of an attachment hinge. The attachmenthinge is used to pivotally attach each side of the second horizontalpanel assembly 500 to each side panel 200, 300, as will be describedfurther below.

Referring now to FIGS. 12 and 13, the first horizontal panel assembly400 is located near a top horizontal edge 118 of the rear end 104 of thevehicle 102 and includes a first outside (road side) panel 410, a secondoutside (curb side) panel 430, a first center (road side) panel 450, anda second center (curb side) panel 470. The first horizontal panelassembly 400 can be adjusted (e.g., yaw, angle, placement, etc.) asappropriate to maximize or attain a desired effect or performance. Inone example, the horizontal panel can be adjusted based upon speed,weather, air density or the like.

The outside panels 410, 430 are triangular in shape and include a firstedge 412, 432 having an integrated hinge 414, 434 with multiple knuckles416, 436, an angled second edge 418, 438 having an integrated hinge 420,440 with multiple knuckles 422, 442, and a third edge 424, 444 having astiffener 426, 446. The stiffener 426, 446 may have an L-shape andtapers as the stiffener 426, 446 extends from the second edge 418, 438toward the first edge 412, 432.

The integrated hinges 414, 434, 420, 440 may be continuous and extend anentire length (or a portion thereof) of the first edge 412, 432 and/orsecond edge 418, 438 respectively or may be non-continuous and extendalong multiple portions of the first edge 412, 432 and/or second edge418, 438 respectively.

The center panels 450, 470 are generally triangular in shape and includea first edge 452, 472, an angled second edge 454, 474 having anintegrated hinge 456, 476 with knuckles 458, 478, a third edge 460, 480having an integrated hinge 462, 482 with knuckles 464, 484, and a fourthedge 466, 486. Me integrated hinges 456, 476, 462, 482 may be continuousand extend an entire length (or a portion thereof) of the first edge452, 472 and/or second edge 454, 474 respectively or may benon-continuous and extend along multiple portions of the first edge 452,472 and/or second edge 454, 474 respectively. The third edge 460, 480may include cutouts 468, 488 to account for handles, lock rods, hinges,etc.

It is to be understood that the innovation is not dependent on the shapeof the outside panels 410, 430 or the center panels 450, 470. Forexample, FIG. 12A illustrates an alternative embodiment of the system100A where the first horizontal panel assembly 400A has center panels450A, 470A that include a first edge 452A, 472A that extends past afirst edge 424A, 444A of the outside panels 410, 430. Thus, it is to beunderstood that the shape of all the panels disclosed herein andillustrated in the figures is for illustrative purposes only and is notintended to limit the scope of the innovation.

A width of one of the center panels located on the door that closesfirst is shorter than a width of the other center panel located on thedoor that closes second. This is to accommodate the closing of thevehicle doors without having any interference from either center panel.For example, assuming that the road side door closes first, a width (thedistance from the second edge 454, 474 to the fourth edge 466, 486) ofthe first center panel 450 is less than a width of the second centerpanel 470. As such, the first center panel 450 does not extend past anedge of the roadside vehicle door. On the other hand, the second centerpanel 470 does extend past an edge of the curb side vehicle door andoverlaps the first center panel 450. In this example, the road sidevehicle door closes first and then the curb side vehicle door closessecond. Thus, the curb side vehicle door is able to close withoutinterference from the first center panel 450.

The second center panel 470 includes a catch mechanism 489 disposed onthe first edge 472, best shown in FIG. 19. The catch mechanism may haveany shape such as, but not limited to, a V-shape. The catch mechanism489 receives the first edge 452 of the first center panel 450 to lockthe two center panels 450, 470 together while in operation. Thisprevents the center panels 450, 470 from separating while in operation,which would reduce performance.

In an assembled state the integrated hinge 414, 434 of the first edge412, 432 of the outside panels pivotally mate with the integrated hinge210, 310 of the top end 202, 302 of each side panel 200, 300. Inaddition, the integrated hinge 420, 440 of the angled second edge 418,438 of the outside panels 450, 470 pivotally mate with the integratedhinge 456, 476 of the angled second edge 454, 474 of the center panels450, 470. Thus, while in operation and as previously mentioned, thecenter panels 450, 470 overlap and, thus, this arrangement forms thefirst horizontal panel assembly 400. In addition, the integrated hinges418, 438 of the angled second edge 416, 436 of the outside panels 450,470 are offset from the integrated hinges 456, 476 of the angled secondedge 454, 474 of the center panels 450, 470. This arrangementfacilitates the collapse or folding of the second horizontal panelassembly 400 when the vehicle is not in motion.

In a collapsed or folded position, the first horizontal panel assembly400 folds such that the two center panels 450, 470 separate and fold, aswill be described further below.

Referring now to FIGS. 12 and 14, the second horizontal panel assembly500 is located between the first horizontal panel assembly 400 and alower edge 120 of the rear end 104 of the vehicle 102. In one exampleembodiment, the second horizontal panel assembly 500 is located near amidpoint of the rear end 104 of the vehicle 102. In other exampleembodiments, the second horizontal panel assembly 500 may be locatedabove, at, or below the midpoint of the rear end 104 of the vehicle 102.In another embodiment, the second horizontal panel assembly 500 mayextend out away from the rear end 104 of the vehicle. 102 a distanceless than the first horizontal panel assembly 400. This is to allow thesecond horizontal panel assembly 500 to hang down when collapsed withoutinterfering with the vehicle handles, locks, etc.

In addition, the second horizontal panel assembly 500 can be adjusted(e.g., yaw, angle, placement, etc.) as appropriate to maximize or attaina desired effect or performance. In one example, the horizontal panelcan be adjusted based upon speed, weather, air density or the like.

The second horizontal panel assembly 500 not only functions to reduceaerodynamic resistance, but also serves to provide support to each ofthe side panels 200, 300 near a central location of the side panels 200,300. Thus, in embodiments, the presence of the second horizontal panelassembly 500 reduces and may eliminate the need for additional supporthardware to provide support and stability to the side panels 200, 300,thereby increasing manufacturing and installation efficiency, which inturn reduces manufacturing and production costs.

The second horizontal panel assembly 500 includes a first outside (roadside) panel 510, a second outside (curb side) panel 530, a first center(road side) panel 550, a second center (curb side) panel 570, and a pair(first and second) of attachment hinges 590, 592. The outside panels510, 530 are triangular in shape and include a first edge 512, 532having an integrated hinge 514, 534 with knuckles 516, 536, an angledsecond edge 518, 538 having an integrated hinge 520, 540 with multipleknuckles 522, 542, and a third edge 524, 544 having a stiffener 526,546. The stiffener 526, 546 may have an shape and tapers as thestiffener 526, 546 extends from the angled second edge 518, 538 towardthe first edge 512, 532.

The center panels 550, 570 are generally triangular in shape and includea first edge 552, 572, an angled second edge 554, 574 having anintegrated hinge 556, 576 with knuckles 558, 578, a third edge 560, 580having an integrated hinge 562, 582 with knuckles 564, 584, and a fourthedge 566, 586. The integrated hinges 556, 576, 562, 582 may becontinuous and extend an entire length (or a portion thereof) of thefirst edge 552, 572 and/or second edge 554, 574 respectively or may benon-continuous and extend along multiple portions of the first edge 552,572 and/or second edge 554, 574 respectively. The third edge 560, 580may include cutouts 588 to account for handles, lock rods, hinges, etc.

A width of one of the center panels located on the door that closesfirst is shorter than a width of the other center panel located on thedoor that closes second. This is to accommodate the closing of thevehicle doors without having any interference from either center panel.For example, assuming that the road side door closes first, a width (thedistance from the second edge 554, 574 to the fourth edge 566, 586) ofthe first center panel 550 is shorter that a width of the second centerpanel 570. As such, the first center panel 550 does not extend past anedge of the roadside vehicle door. On the other hand, the second centerpanel 570 does extend past an edge of the curb side vehicle door andoverlaps the first center panel 550. In this example, the road sidevehicle door closes first and then the curb side vehicle door closessecond. Thus, the curb side vehicle door is able to close withoutinterference from the first center panel 550.

The second center panel 570 includes a catch mechanism 589 disposed onthe first edge 572, best shown in FIG. 19. The catch mechanism may haveany shape such as, but not limited to, a V-shape. The catch mechanism589 receives the first edge 552 of the first center panel 550 to lockthe two center panels 550, 570 together while in operation. Thisprevents the center panels 550, 570 from separating while in operation,which would reduce performance.

Referring to FIG. 15, the attachment hinges 590, 592 include multipleknuckles 594 and mounting holes 596 defined in a mounting portion 598.The attachment hinges 590, 592 attach to an inside surface of each sidepanel such that the mounting holes 596 align with the attachment holes220, 320 defined in each side panel 200, 300. It is to be appreciatedthat the attachment hinges can be an integrated portion of each sidepanel 200, 300. Thus, the second horizontal panel assembly 500 canattach to each side panel 200, 300 without the need for an additionalhinge.

In an assembled state the integrated hinge 514, 534 of the first edge512, 532 of the outside panels 550, 570 pivotally mate with theattachment hinges 590, 592. In addition, the integrated hinge 518, 538of the angled second edge 516, 536 of the outside panels 550, 570pivotally mate with the integrated hinge 556, 576 of the angled secondedge 554, 574 of the center panels 550, 570. Thus, while in operationand as previously mentioned, the center panels 550, 570 overlap and,thus, this arrangement forms the second horizontal panel assembly 500.In addition, the integrated hinges 518, 538 of the angled second edge516, 536 of the outside panels 550, 570 are offset from the integratedhinges 556, 576 of the angled second edge 554, 574 of the center panels550, 570. This arrangement facilitates the collapse or folding of thesecond horizontal panel assembly 500 when the vehicle 102 is not inmotion.

As mentioned above, it is to be understood that the innovation is not,dependent on the shape of the outside panels 510, 530 or the centerpanels 550, 570. For example, referring back to the alternativeembodiment of the system 100A in FIG. 12A, the second horizontal panelassembly 500A that has outside panels 510A, 530A that includes an angledthird edge 524A, 544A with respect to the first edge 552A, 572A of thecenter panels 550A, 570A. The third edge 524A, 544A extends from thefirst edge 552A, 572A of the center panels 550A, 570A to the second(distal) edge 208A, 308A of each side panel 200, 300. This arrangementincreases the stability and performance of the system 100. In addition,the shorter distance of the first and second center panels 550A, 570Aallow for clearance from objects on the rear end 104 of the vehicle 102when the system 100 is in a collapsed position. Thus, it is to beunderstood that the shape of all the panels disclosed herein andillustrated in the figures is for illustrative purposes only and is notintended to limit the scope of the innovation.

In one example embodiment, a distal end of each side panel 200, 300extends away from the rear end 104 of the vehicle 102 further than adistal end of the panels in both the first and second horizontal panelassemblies 400, 500. This arrangement protects the system 100 in theevent that the vehicle backs into an object or structure (e.g., abuilding, pole, etc.). In other words, if the vehicle 102 backs into anobject, the distal side 208, 308 of each side panel 200, 300 willcontact the object first. As mentioned above, since the angle between aninside surface of each side panel 200, 300 and the rear end 104 of thevehicle 102 is less than 90 degrees, as the distal side 208, 308contacts the Object, the side panels 200, 300 will begin to fold inwardtoward the rear end 104 of the vehicle 102. As such, both the first andsecond horizontal panel assemblies 400, 500 collapse, as describedfurther below. As a result, the entire system 100 collapses or foldswithout damage to the panels.

In a collapsed or folded position, the second horizontal panel assembly500 folds such that the two center panels 550, 570 separate and fold, aswill be described further below.

Referring back to FIG. 12, both the first and second horizontal panelassemblies 400, 500 sag near a midpoint 499, 599 of each panel assembly400, 500 that facilitates the collapse or folding of the first andsecond horizontal panel assemblies 400, 500 when the vehicle is not inmotion. In other words, the first and second horizontal panel assemblies400, 500 are angled in a downward direction as the panel assemblies 400,500 extend from each side panel 200, 300 toward the midpoint 499, 599such that an angle between the rear doors and a bottom surface of thefirst and second horizontal panel assemblies 400, 500 is less than 90degrees.

Referring to FIGS. 16 and 17, the mounting hinges 600 are configured toattach corresponding panels and, hence, the system 100 to the rear end104 of the vehicle 100. In other example embodiments, the system 100 canbe mounted to the vehicle using any type of fastening mechanism, such asbut not limited to, an adhesive, double sided tape, etc. Still in otherembodiments, mounting hinges may be integrated or incorporated into theswinging doors 106, 108. For example, the door panels for the doors canbe made of a thicker material that have the mounting hinges formedtherein.

The mounting hinges 600 are an integrated unit that includes a firstplate 602, a second plate 604, and an offset (or jog) 606 thatfacilitates the mounting of the system 100 to the vehicle 102. Multipleknuckles 608 are cut into the first plate 602 and are configured toalign adjacently with the knuckles on the integrated hinges on eachcorresponding panel to thereby create a pivot axis described in moredetail further below.

A hinge pin (or rod) is inserted through the knuckles 608 on themounting hinge 600 (and also on the attachment hinges 590, 592 describedabove) and through the knuckles on the corresponding panels to secureeach mounting hinge 600 to the panel. The pin may be a glazed compositerod that includes a stop at one end and a removable fastener (e.g.,cotter pin) at the opposite end to secure the pin in place. The stop mayinclude a cap that can be threaded, glued, etc. on to the pin, anintegrated expanded portion (e.g., ball, disk, etc.). It is to beunderstood that the pin can be used to pivotally lock adjoining panelstogether. Multiple mounting holes 612 are defined in the second platethat align with mounting holes on the rear end 104 of the vehicle 102 tothereby attach the system 100 to the vehicle 102.

In other embodiments, the hinge pin may be made from other materials,such as hut not limited to, fiberglass (continuous fiber or choppedfiber), metal, plastic, polymers, etc. The hinge pin may include asleeve made from a material, such as but not limited to, aluminum.

As mentioned above, the offset 606 facilitates mounting the system 100to the vehicle 102. The offset 606 offsets the first plate 602 from thesecond plate 604 such that the first plate 602 and second plate 604 areis different planes. In addition, the mounting hinge 600 is arranged andmounted on the rear end 104 of the vehicle 102 such that a mountingsurface 614 is in contact with the rear end 104 of the vehicle 102.Thus, when mounted, the first plate 602 and, hence, the knuckles 608 areoffset from a rear surface of the vehicle 102. This offset allows thepanels to pivot or rotate about the pivot axis (described below) withoutinterference from the rear surface of the vehicle or any other device(e.g., handles, locks, etc.) located on the rear surface of the vehicle.

Referring to FIG. 18, the mounting hinges 600 include at least two sidepanel mounting hinges 616 and multiple horizontal panel assemblymounting hinges 618. The side panel mounting hinges 616 mate with theintegrated hinge 212, 312 on the first side 206, 306 of each side panel200, 300. In one embodiment, the side panel mounting hinges 616 may becontinuous and extend an entire length (or a portion thereof) of thefirst side 206, 306 of each side panel 200, 300. In another embodiment,there may be multiple side panel mounting hinges 616 aligned with thenon-continuous integrated hinge 212, 312 along multiple portions of thefirst side 206, 306 of each side panel 200, 300 mentioned above and asshown in FIG. 2.

The multiple horizontal panel assembly mounting hinges 618 attach to thefirst and second horizontal panel assemblies 400, 500. Specifically, atleast one horizontal panel assembly mounting hinge 618 pivotally mateswith each integrated hinge 462, 482 on the third edge 460, 480 of thefirst horizontal panel assembly 400 center panels 450, 470. In addition,at least one horizontal panel assembly mounting hinge 618 pivotallymates with each integrated hinge 562, 582 on the third edge 560, 580 ofthe second horizontal panel assembly 500 center panels 550, 570.

In one embodiment, the horizontal panel assembly mounting hinges 618 maybe continuous and extend an entire length (or a portion thereof) of eachintegrated hinge 462, 482, 562, 582 of both the first and secondhorizontal panel assembly 400, 500 respectively. In another embodiment,there may be multiple horizontal panel assembly mounting hinges 618aligned with the non-continuous integrated hinge 462, 482, 562, 582along multiple portions of the third edge 460, 480, 560, 580 of both thefirst and second horizontal panel assemblies 400, 500 center panels 450,470, 550, 570 respectively.

Referring to FIG. 19, the compressible actuator assemblies 700 disposedbeneath both the first and second horizontal panel assemblies 400, 500to deploy the system 100 and provide support to the first and secondhorizontal panel assemblies 400, 500 during operation. It is to beunderstood, that due to the actuator assemblies 700, the system 100 isin a deployed (un-collapsed) state, unless the doors 106, 108 are in anopen position, as is described below, or unless the operatorintentionally folds and latches the system 100. In other words, theactuator assemblies 700 bias the first and second horizontal panelassemblies 400, 500 to the unfolded position, which in turn pivots theside panels 200, 300 to the deployed position. The actuator assemblies700 include a first L-shaped bracket 702, a second L-shaped bracket 704,and a compressible actuator (e.g., piston, gas spring, etc.) 706.

The first L-shaped bracket 702 includes a mounting plate 708 havingmultiple mounting holes defined therein and an attachment plate 710having multiple attachment holes defined therein. The mounting plate 708mounts to an underside surface of the center panels 450, 470, 550, 570(only the center panels 470, 570 are illustrated in FIG. 19) viafasteners, such as but not limited to, nuts and bolts, rivets, etc.,where the fasteners are inserted through the multiple attachment holesdefined in the mounting plate 708 and mounting holes defined in thecenter panels 450, 470, 550, 570. The first L-shaped brackets 702transfer force to the compressible actuators 706 when folding tominimize the risk of bending and/or breaking the center panels 450, 470,550, 570. In addition, the first L-shaped bracket 702 functions as astiffener to provide additional support to the center panels 450, 470,550, 570.

The second L-shaped bracket 704 includes a mounting plate 712 havingmultiple mounting holes defined therein and an attachment plate 714having multiple attachment holes defined therein. The mounting plate 712mounts to a surface of the vehicle doors via fasteners, such as but notlimited to, nuts and bolts, rivets, etc., where the fasteners areinserted through the multiple attachment holes defined in the mountingplate 712 and mounting holes defined in the vehicle doors.

A first end 716 of the compressible actuator 706 rotatably attaches toone of the multiple attachment holes defined in the attachment plate 710of the first L-shaped bracket 702. A second end 718 of the compressibleactuator 706 rotatably attaches to one of the multiple attachment holesdefined in the attachment plate 714 of the second L-shaped bracket. Itis to be understood that the compressible actuator 706 can be mountedwith the first end 716 attached to second L-shaped bracket 704 and thesecond end 718 attached to the first L-shaped bracket 702.

Upon operation, the compressible actuators 706 will expand and contractto facilitate the pivoting motion of the first and second horizontalpanel assemblies 400, 500 and, hence, the system 100. The first andsecond end 716, 718 can be mounted in any one of the attachment holesdefined in the attachment plates 710, 714 to accommodate differentsupports 706 having different lengths and/or to adjust the angle of thefirst and second horizontal panel assemblies 400, 500.

Referring to back to FIG. 2, the system 100 may further include releasecords 802 that facilitate the collapsing or folding of the system 100when the vehicle is not in motion. The release cords 802 have a firstend 804 that attaches to one of the holes in the attachment plate 710 inthe first L-shaped bracket 702 attached to the underside of the firstand second center panels 450, 470 of the first horizontal panel assembly400. A second end 806 of each release cord 802 attaches to a fastener(e.g., I-bolt) 808 that fastens to the mounting plate 708 of the firstL-shaped bracket 702 attached to the underside of the center panels 550,570 of the second horizontal panel assembly 500. The fastener 808extends through the center panels 550, 570 such that the second end 806of the release cord 802 is attached on a top side of the center panels550, 570.

In embodiments, the release cords can be employed as illustrated inexpired U.S. Pat. No. 5,498,059 issued to Switlick on Mar. 12, 1996.Additionally, it is to be understood and appreciated that alternativeand improved designs of release cords are to be included within thescope of this specification. By way of example and not limitation,pulleys, hardware, or the like that route the release cord(s) to a sidepanels) can be employed in alternative aspects. In other words, it iscontemplated that aspects need not attach the top horizontal panel tothe lower horizontal panel to assist in collapsing the system.

In other example embodiments, a handle or handles may be disposed on thesecond horizontal panel assembly 500 to facilitate the collapsing of thesystem. Thus, the release cords 802 may extend through the secondhorizontal panel assembly 500 and attach to a grommet and/or handlebelow the second horizontal panel assembly 500. Thus, the operatorsimply pulls on the handle while simultaneously pushing down on thesecond horizontal panel assembly 500 to collapse the system 100.

Referring back to FIG. 12, a latching device 850 (e.g., a D-ring, hook,snap, etc.) may be provided on each side panel 200, 300 and the vehicleto latch the system 100 in a collapsed or folded position. This may beuseful if the operator chooses to have the system 100 in a collapsed orfolded position while driving the vehicle. In addition, the latchingdevice 850 secures the system 100 in a collapsed position to therebypermit the opening of the doors.

Referring to FIGS. 20 and 21 and the sequence illustrated in FIGS.22-25, collapsing or folding the system 100 when the vehicle is not inmotion will now be described. The collapsing of the system 100 will bedescribed with reference to the panels on the curbside portion of thesystem 100. Collapsing of the panels on the roadside portion is the sameas the curbside portion and, thus, will not be repeated. At 902, theoperator moves the first (curbside) center panel 570 of the secondhorizontal panel assembly 500 in a downward direction. Thus, the centerpanel begins to pivot about a first pivot axis PA1 toward the first door108. This in turn moves the first (curbside) center panel 470 in adownward direction, which begins to pivot about a second pivot axis PA2,toward the first door 108. Simultaneously, at 904, a third and fourthpivot axis PA3, PA4 defined between the first outside panels 430, 530and the first center panels 470, 570 respectively, move in a downwarddirection. Simultaneously, at 906, the first outside panel 430 pivotsabout a fifth pivot axis PA5 defined between the first end 202 of thefirst side panel 200 and the first outside panel 430 of the firsthorizontal panel assembly 400, and the first outside panel 530 pivotsabout a sixth pivot axis PA6 between the first attachment hinge 590 andthe first outside panel 530 of the second horizontal panel assembly 500.Simultaneously, at 908, the second side panel 300 pivotally moves towardthe second door 108 about a seventh pivot axis PA7 defined between thesecond side 306 of the second side panel 300 and the side panel mountinghinge 616. At 910, once the system 100 is in a collapsed or foldedposition against the doors 106, 108, the operator can use the latchingdevice 850 to latch each side (roadside and curbside) of the doors 106,108 to the vehicle. Once attached, the operator can easily open thedoors 106, 108 without interference from the system 100.

As the operator begins to swing one of the doors 106, 108 to its closedposition, the compressible actuators 700 extend and the panels begin topivot about the pivot axis described above reverse of the abovedescription and return to their deployed aerodynamics mode.

In an example embodiment, the compressible actuator 706 may be automatedto perform the folding and unfolding of the system 100. In anotherembodiment, a sensor or sensors may be used to unfold the system 100when the vehicle reaches a predetermined speed and fold the system 100when the vehicle either stops or is traveling less than thepredetermined speed.

Referring to FIG. 26, a method of reducing aerodynamic resistance on avehicle, which includes pivoting the multiple panels described herein,will now be described. At 1002, pivoting the first vertical side panel200 about an axis such that the first vertical side panel 200 extendsvertically outward from the rear end 104 of the vehicle 102. At 1004,pivoting the second vertical side panel 300 about an axis such that thesecond vertical side panel 300 extends vertically outward from the rearend 104 of the vehicle 102. At 1006, pivoting the first upper outsidehorizontal panel 410 about an axis defined between the top end 210 ofthe first vertical side panel 200 and the outside edge 412 of the firstupper outside horizontal panel 410 such that the first upper outsidehorizontal panel 410 extends horizontally outward from the rear end 104of the vehicle 102. At 1008, pivoting the second upper outsidehorizontal panel 430 about an axis defined between the top end 310 ofthe second vertical side panel 300 and the outside edge 432 of thesecond upper outside horizontal panel 430 such that the second upperoutside horizontal panel 430 extends horizontally outward from a rearend 104 of the vehicle 102. At 1010, pivoting the first upper centerhorizontal panel 450 about an axis defined between an angled edge 418 onthe first upper outside horizontal panel 410 and the angled edge 454 onthe first upper center horizontal panel 450 such that the first uppercenter horizontal panel 450 extends horizontally outward from the rearend 104 of the vehicle 104. At 1012, pivoting the second upper centerhorizontal panel 470 about an axis defined between the angled edge 438on the second upper outside horizontal panel 430 and the angled edge 474on the second upper center horizontal panel 470 such that the secondupper center horizontal panel 470 extends horizontally outward from therear end 104 of the vehicle 102.

Still referring to FIG. 26, the method further includes, at 1014,pivoting the first lower outside horizontal panel 510 about an axisdefined adjacent to the inside surface of and between the top end 210and the lower end 204 of the first vertical side panel 200 such that thefirst lower outside horizontal panel 510 extends horizontally outwardfrom the rear end 104 of the vehicle 102. At 1016, pivoting the secondlower outside horizontal panel 530 about an axis defined adjacent to theinside surface of and between the top end 310 and the lower end 304 ofthe second vertical side panel 300 such that the second lower outsidehorizontal panel 530 extends horizontally outward from the rear end 104of the vehicle 102. At 1018, pivoting the first lower center horizontalpanel 550 about an axis defined between the angled edge 518 on the firstlower outside horizontal panel 510 and an angled edge 554 on the firstlower center horizontal panel 550 such that the first lower centerhorizontal panel 550 extends horizontally outward from a rear end 104 ofthe vehicle 102. At 1020, pivoting the second lower center horizontalpanel 570 about an axis defined between the angled edge 538 on thesecond lower outside horizontal panel 530 and the angled edge 574 on thesecond lower center horizontal panel 570 such that the second lowercenter horizontal panel 570 extends horizontally outward from the rearend 104 of the vehicle 102.

Still referring to FIG. 26, the method further includes, at 1022,pivoting the first upper center horizontal panel 450 about an axisdefined between the rear end 104 of the vehicle 102 and the first uppercenter horizontal panel 450. At 1024, pivoting the second upper centerhorizontal panel 470 about an axis defined between the rear end 104 ofthe vehicle 102 and the second upper center horizontal panel 470. At1026, pivoting the first lower center horizontal panel 550 about an axisdefined between the rear end 104 of the vehicle 102 and the first lowercenter horizontal panel 550. At 1028, pivoting the second lower centerhorizontal panel 570 about an axis defined between the rear end 104 ofthe vehicle 102 and the second lower center horizontal panel 570.

Referring to FIG. 27, the integrated hinges are formed using a heattreating method, as will now be described. At 1102, the panels areheated to a predetermined temperature. At 1104, a rod is placed near thecorresponding edge of the panel. At 1106, the edge is rolled over therod such that the edge overlaps back onto the panel. At 1108, pressureis applied to the overlapped portion while the material cools. At 1110,after the material has cooled the rod is removed (slid) out from therolled edge, thus, forming a circular cross section along the edge ofthe panel. At 1112, notches are cutout, using for example, a water jetsystem, at equal intervals along the rolled edge thereby leaving equallyspaced knuckles along the rolled edge and, thus, forming the integratedhinge described above.

The integrated hinges described herein have an improved durability andtransfer loads evenly over a longer distance than traditionalexternal-removable hinges. In addition, the rolled configuration of theintegrated hinges reduces the risk of the panels catching on an objectduring the folding and unfolding of the system 100.

In an alternative embodiment, in order to maximize aerodynamicresistance reduction and increase fuel efficiency, the first horizontalpanel assembly 400 can be located at the very top of the rear end of thevehicle adjacent to the top of the vehicle. In this embodiment, however,the first horizontal panel assembly 400 would cover the required lightsat the top of vehicle. In order to overcome this issue, the lights canbe relocated to mount on the system 100. Special lights could be usedthat shine the light in two directions that would make them visible whenthe system 100 is both in an open and closed position.

Alternatively, two sets of lights could be installed on the system 100each with a single light orientation for the open and shut positionusing, for example, a power induction system including a powertransmitter mounted on the vehicle (e.g., trailer) and a receiver on thedoor or system 100.

Alternatively, the lights can be relocated to the top of the trailerframe and housed in a curved airfoil shape extending across the top ofthe trailer. In another embodiment, the normal trailer lights could bereplaced with very slim lights mounted right adjacent the top of thetrailer so that they are not exposed to damage but enable the system 100to be mounted just beneath.

In an alternate embodiment, an installation system may be provided tofacilitate the installation of the system 100 described above. Theinstallation system may include a template and a template hanger thatholds the template in place. The template hanger may be in the form of abracket, clamp, etc. to secure the template to the rear end 104 of thevehicle 102. In one embodiment, the template hanger may be an L-shapedbracket. The L-shaped bracket may include a first plate and a secondplate that is approximately 90 degrees from the first plate. The firstplate is clamped to a top surface of the vehicle 102 and the secondplate hangs down over the top horizontal edge 118 of the vehicle alongthe first or second swinging door 106, 108. The second plate may includemultiple apertures that facilitate holding the template in place.

The template may be made from a composite material and includes multipleattachment devices that engage the multiple apertures in the secondplate to hold the template in place. The multiple apertures in thesecond plate allow the template to be placed in various positions alongthe rear door to compensate for different vehicle configurations and/orobjects (e.g., lock rods, locks, handles, hinges) on the rear end 104 ofthe vehicle 102. The template further includes multiple apertures (drillholes) that designate the location of mounting fasteners that fasten themounting hinges 600 to the first and second swinging doors 106, 108.

Referring to FIG. 28, to prepare the vehicle for the installation of thesystem 100, at 1202, the template hanger is attached to a top endportion of the template. At 1204, the template hanger is attached to therear end 104 of the vehicle 102 above one of the doors (for example, thefirst rear door 106), such that the drill holes defined in the templateare appropriately located on the first rear door. At 1206, multipleholes are drilled in the first door 106 using the drill holes as aguide. At 1208, the template and template hanger are moved to theopposite door, in this example the second door 108, and the methodbeginning at 1204 is repeated.

It is to be appreciated that in other embodiments, the template hangercan be attached to the vehicle first and the template can then beattached to the template hanger. Still in other embodiments, the processof drilling the holes can be an automated process where an automateddrilling device can be attached to the rear end 104 of the vehicle 102in retrofit application.

Still further, in other embodiments, the drilling process can beperformed during the manufacturing stage of the doors 106, 108. Duringthe manufacturing process, the holes for attachment of the system 100can be drilled at the same time as the holes for other objects (e.g.,hinges, locks, handles, etc.) attached to the doors. The process ofdrilling the holes can be performed with an automated computercontrolled system.

What has been described above includes examples of the innovation. Itis, of course, not possible to describe every conceivable combination ofcomponents or methodologies for purposes of describing the subjectinnovation, but one of ordinary skill in the art may recognize that manyfurther combinations and permutations of the innovation are possible.Accordingly, the innovation is intended to embrace all such alterations,modifications and variations that fall within the spirit and scope ofthe appended claims. Furthermore, to the extent that the term “includes”is used in either the detailed description or the claims, such term isintended to be inclusive in a manner similar to the term “comprising” as“comprising” is interpreted when employed as a transitional word in aclaim.

1. An aerodynamic resistance reduction system, comprising: a pair ofvertical panels pivotally attached to a rear end adjacent to rearvertical edges of a vehicle; a first horizontal panel assembly pivotallyattached at a top end to each of the pair of vertical panels andpivotally attached to the rear end adjacent to a top horizontal edge ofthe vehicle; and a second horizontal panel assembly pivotally attachedadjacent to an inside surface of each of the pair of side panels, thesecond horizontal panel assembly being disposed between the firsthorizontal panel assembly and a lower edge of the rear end of thevehicle, wherein edges of each panel are formed into mateable integratedhinges that facilitate connection and pivoting of the pair of verticalpanels, the first horizontal panel assembly, and the second horizontalpanel assembly, and wherein the first horizontal panel assembly and thesecond horizontal panel assembly pivot in a downward direction andwherein the second horizontal panel assemble does not conflict with ahandle on the rear end of the vehicle.
 2. The system of claim 1, whereineach of the integrated hinges comprises a first plurality of knucklesformed with a first panel that mates with a second plurality of knucklesformed of a second panel and wherein a hinge pin establishes a pivotpoint between the first and second plurality of knuckles.
 3. The systemof claim 2, further comprising a plurality of mounting hinges that matewith the integrated hinges on corresponding panels.
 4. The system ofclaim 3, further comprising a plurality of compressible actuatorsattached to an underside of the first and/or second horizontal panelassembly and to the rear end of the vehicle that compress when thesystem is folded and expand when the system is unfolded.
 5. The systemof claim 4, further comprising a catch mechanism disposed on a distaledge on one half of both the first and second horizontal panelassemblies and being configured to receive an opposite half of both thefirst and second horizontal panel assemblies.
 6. The system of claim 1further comprising an integral stiffener disposed along a distal edge ofeach of the pair of vertical panels that provides rigidity to minimize abowing effect on each of the pair of side panels due to airflow duringoperation.
 7. The system of claim 1, wherein the pair of vertical sidepanels include an angled lower end that facilitates the folding of thepair of side panels against the rear end of the vehicle.
 8. Anaerodynamic resistance reduction system configured to attach to a rearend of a tractor trailer comprising: a first vertical panel pivotallyattached to a first rear swinging door adjacent to one rear verticalcorner of the tractor trailer; a second vertical panel pivotallyattached to a second rear swinging door adjacent to an opposite rearvertical corner of the tractor trailer; and a first horizontal panelassembly, wherein an edge of the first vertical panel is formed into afirst hinge and a first edge of the first horizontal panel assembly isformed into a second hinge, the first horizontal panel assembly ispivotally attached to a top end of the first vertical panel via anintegrated hinge formed by mating the first hinge and the second hinge,and an edge of the second vertical panel is formed into a third hingeand a second edge of the first horizontal panel assembly is formed intoa fourth hinge, the first horizontal panel assembly is pivotallyattached to a top end of the second vertical panel via an integratedhinge formed by mating the third hinge and the fourth hinge, and thefirst horizontal panel assembly is pivotally attached to the first rearswinging door and the second rear swinging door; wherein the firsthorizontal panel assembly includes a plurality of panels that pivot viahinges with respect to each other to facilitate the folding andunfolding of the system.
 9. The system of claim 8, further comprising asecond horizontal panel assembly pivotally attached to an inside surfaceof the first vertical panel via an integrated hinge and an insidesurface of the second vertical panel via an integrated hinge, the secondhorizontal panel assembly being vertically disposed between the firsthorizontal panel assembly and a lower edge of the rear end of thetractor trailer.
 10. The system of claim 9, wherein the first horizontalpanel assembly includes a first upper outside panel pivotally attachedto the first vertical panel via an integrated hinge, a second upperoutside panel pivotally attached to the second vertical panel via anintegrated hinge, a first upper center panel pivotally attached to thefirst upper outside panel and the first rear swinging door, and a secondupper center panel pivotally attached to the second upper outside paneland the second rear swinging door.
 11. The system of claim 10, whereinthe second horizontal panel assembly includes a first lower outsidepanel pivotally attached to the first vertical panel via an integratedhinge, a second lower outside panel pivotally attached to the secondvertical panel via an integrated hinge, a first lower center panelpivotally attached to the first lower outside panel and the first rearswinging door, and a second lower center panel pivotally attached to thesecond lower outside panel and the second rear swinging door.
 12. Thesystem of claim 9, wherein the first vertical panel, the second verticalpanel, the first horizontal panel assembly, and the second horizontalpanel assembly include integrated hinges that facilitate pivoting of thepair of vertical panels, the first horizontal panel assembly, and thesecond horizontal panel assembly, and wherein each of the integratedhinges comprises a plurality of knuckles that mate and connect via apin.
 13. The system of claim 9, further comprising release cords thatfacilitate the collapsing or folding of the system when the tractortrailer is not in motion.
 14. The system of claim 13, wherein therelease cords have a first end attached to an underside of the firsthorizontal panel assembly and a second end attached to a top of thesecond horizontal panel assembly.
 15. A method reducing aerodynamicresistance on a vehicle comprising: pivoting a first vertical side panelabout an axis such that the first vertical side panel extends verticallyoutward from a rear end of the vehicle; pivoting a second vertical sidepanel about an axis such that the second vertical side panel extendsvertically outward from a rear end of the vehicle; pivoting a firstupper outside horizontal panel about an axis defined via an integratedhinge between a top end of the first vertical side panel and an outsideedge of the first upper outside horizontal panel such that the firstupper outside horizontal panel extends horizontally outward from a rearend of the vehicle, wherein an edge of the first vertical side panel isformed into a first hinge and an edge of the first upper outsidehorizontal panel is formed into a second hinge, the integrated hingecomprises a mating between the first hinge and the second hinge;pivoting a second upper outside horizontal panel about an axis definedvia an integrated hinge between a top end of the second vertical sidepanel and an outside edge of the second upper outside horizontal panelsuch that the second upper outside horizontal panel extends horizontallyoutward from the rear end of the vehicle, wherein an edge of the secondvertical side panel is formed into a third hinge and an edge of thesecond upper outside horizontal panel is formed into a fourth hinge, theintegrated hinge comprises a mating between the third hinge and thefourth hinge; pivoting a first upper center horizontal panel about anaxis defined via an integrated hinge between an angled edge on the firstupper outside horizontal panel and an angled edge on the first uppercenter horizontal panel such that the first upper center horizontalpanel extends horizontally outward from the rear end of the vehicle,wherein another edge of the first upper outside horizontal side panel isformed into a fifth hinge and an edge of the first upper centerhorizontal panel is formed into a sixth hinge, the integrated hingecomprises a mating between the fifth hinge and the sixth hinge; andpivoting a second upper center horizontal panel about an axis definedvia an integrated hinge between an angled edge on the second upperoutside horizontal panel and an angled edge on the second upper centerhorizontal panel such that the second upper center horizontal panelextends horizontally outward from the rear end of the vehicle, whereinanother edge of the second upper outside horizontal side panel is formedinto a seventh hinge and an edge of the second upper center horizontalpanel is formed into an eighth hinge, the integrated hinge comprises amating between the seventh hinge and the eighth hinge.
 16. The method ofclaim 15, further comprising: pivoting a first lower outside horizontalpanel about an axis defined via an integrated hinge adjacent to aninside surface of and between a top end and a lower end of the firstvertical side panel such that the first lower outside horizontal panelextends horizontally outward from the rear end of the vehicle; pivotinga second lower outside horizontal panel about an axis defined via anintegrated hinge adjacent to an inside surface of and between a top endand a lower end of the second vertical side panel such that the secondlower outside horizontal panel extends horizontally outward from therear end of the vehicle; pivoting a first lower center horizontal panelabout an axis defined via an integrated hinge between an angled edge onthe first lower outside horizontal panel and an angled edge on the firstlower center horizontal panel such that the first lower centerhorizontal panel extends horizontally outward from the rear end of thevehicle; and pivoting a second lower center horizontal panel about anaxis defined via an integrated hinge between an angled edge on thesecond lower outside horizontal panel and an angled edge on the secondlower center horizontal panel such that the second lower centerhorizontal panel extends horizontally outward from the rear end of thevehicle.
 17. The method of claim 16, further comprising: pivoting thefirst upper center horizontal panel about an axis defined between therear end of the vehicle and the first upper center horizontal panel; andpivoting the second upper center horizontal panel about an axis definedbetween the rear end of the vehicle and the second upper centerhorizontal panel.
 18. The method of claim 17, further comprising:pivoting the first lower center horizontal panel about an axis definedbetween the rear end of the vehicle and the first lower centerhorizontal panel; and pivoting the second lower center horizontal panelabout an axis defined between the rear end of the vehicle and the secondlower center horizontal panel.
 19. The method of claim 18, wherein theplurality of panels include integrated hinges having a plurality ofmated knuckles that facilitate the pivoting between the plurality ofaxes.